Railway-car truck.



E. W. SUMMERS.

RAILWAY CAR TRUCK.

APPLICATIQN FILED MAR. 2. 1915.

'Paten-ted Oct. 26, 1915.

Z SHEETSSHEET I.

. SMVENTOR WITNESSES llIll E. W. SUMMERS-.

RAILWAY CAR TRUCK.

' APPLICATION FILED MAR.2.19! 5.

Patented 06t- 26,1915;

2 SHEETSSHEET 2..

R O T N E v N EDGAR W. SUIY IIMERS, OF PITTSBURGH, PENNSYLVANIA.

RAILWAY-CAR TRUCK.

T all whom it may concern.

Be it known that I, EDGAR 'W. SUMMERS,

' a resident of ':-tsburgh, in the county of Allegheny and dtate of Pennsylvania, have invented a new and useful Improvement in Railway-Car Trucks, of which the following is a specification. I

This invention relates to trucks.

The objects of they invention are to provide an improved truck embodying a side railway car frame formed largelv of rolled sections which can be. made up and s'hipped asa unit and does not have to be assembled on the ground; wherein the lower or tension member is entirely in tension and the upper member in compression, said members not being subjected to vertical bending strains; which is much lighter but nevertheless is stronger. than rolled or forged steel side frames as usually constructed; which is adjustable with reference to the journal boxes to compensate for a turned down wheel to thereby maintain the couplers at the standard elevation; whose. net-cross section is a maximum for the weight of metal used; whose compression and tension members are secured to each other and to the other parts by a single row of rivets along the center lines of saidmembers: and which truck also embodies a special arrangement of the springs for supporting the truck bolster to economize space, for reasons 'WhlCll will more fully hereinafter appear.

Other objects of the invention are in part obvious and in part will appear more fully in detail hereinafter.

The invention comprises the railway car truck hereinafter described and claimed. 7

In the drawings, Figure l is a side elevation, partly in section on the line 1-1, Fig. 2, showing one form of car truck adapted for an ordinary truck bolster; Fig. 2 is a sectional elevation on the line 22, Fig. 1, looking in the direction of 'the arrows; Fig. 3 is a side elevation, partly in section, of another form of car truckembodying the invention, and showing a Specification of Letters Patent.

Application filed March 2, 1915. Serial No. 11,535. I

Patented Oct. 26, i915,

special arrangement of the bolster supporting springs; .F 1g. 4 is a sectional elevation on the line 4..4, Fig. 3, looking in the direction of the arrows; Fig. 5 is a detail plan view, showing the arrangement of the bolster springs; Fig. 6 is a detail sectional elevation, on a larger scale, taken on the line 66, Figs. 1 and 3; Fig. 7 is a similar f View, showing the arrangement when using a turned down wheel; Fig. 8 is a detail section onthe'line 88, Figs. 1 and-3; Fig. 9 is a detail sectional view throughone of the rolled members of the side frame; and'Fig.

10 is a detail cross sectional view, showing another way of securing the webs of the compression and' tension members to each other.

The truck side frame shown in the drawings comprises an upper or compression member 1, a lower or tension member 2, column posts'3 and pedestals 4:. The. compression and tension members 1 and 2 are preferably formed on an I-beam section,

the webs of said members being horizontal and their flanges vertical. In this position the metal is most efliciently distributed to resist lateral bending strains. g

The compression member 1 is preferably arched upwardly slightly while the tension member 2 is preferably bent downwardly as shown. The column posts 3 are preferably steel castings of suitable form and providcd' at the top and bottom with flanges,

,marked 5 and 6 respectively. fitting between the flanges of the members liand 2 and seated against and secured to thewwebs thereof by rivets 7. I

' The upper and lower members 1 and 2 at both ends are so formedor arran ed. asto lie parallel to each other with their webs in contact, enabling 'them to be secured together rigidlv and solidlyby one or more rivets 9 passing through said webs. Prefer.-

ways, as by bending the webs ofithe two ably, thewebs are brought together ,by

members toward each other, as at S. Fig. ll) in which case the 'lrameis narrower at its ends than in the middle.

The. t'rame is braced and I'Qlli'tfil'ttll at the angles between the upper and lower members by triangular plates or gussets 10 having flanges 11 litting against the webs of members 1 and 2 and secured thereto by rivets 1'3. These gussets prevent localization of bending stresses in the end. portions of the frame such as are caused by brak ing' force, or momentum of the ear or truck in stopping, starting or strilting' bumps or obstructions, and distributes and applies said stresses to the uppe' and lower members of the frame at some distance from their connection to the journal box and axle. This is of particular advantage in case the cross section of the endportions of the frame members reduced. by shearing off the flanges, as shown in Fig. ('5, since the bending forces are then applied to the upper and lower members where they. are of full cross section.and have maximum resistance to bending strains.

The holes in the members 1 and 2 for the rivets 7, 9 and 12 are all of substantially the same size and are located in the central longitudinal plane of the side frame,

,so that the net or ettective cross section of the nien'ibers 1. and 2 is a maximum for the amount of metal used. The usual column bolts are omitted and therefore it is unnecessary to punch large holes in the compression and tension members for said bolts. thereby reducing the total weight of the side frame.

The upper and lower members 1 and 2 are so supported that lines through their centers of gravity intersect directly above the centers of the' journal boxes 13. Consequently, the vertical load does not subject said members to bending stresses near their ends. The journal boxes are provided on their upper surfaces withlongitudinal, parallel flanges 14. forming therebetweeii a seat to receive the pedestals l, said flanges preventing escape of the sidetrame. :lrom the journal boxes and also any lateral movement therebet'wecn. The pedestals are hollow steel castings having depending jaws 1;"), ill lying at the sides of the journal box and preventing relative movement between the side frames and journal boxes longitudinally of the car. They have flat bases 17 resting on the upper surface of the journal box between the tlanges ll, and their upper portions are shaped to tit between the flanges ol the tension member .2 and have a. firm seat against the web thereofl Said. pedestals have a horizontal portion lying underneath .the parallel horizontal portions of the members l and 2 and an inclined portion lying.

underneath the downwardly inclined portion of the tension member 2, as shown in F 1g. 1,

and are secured to said member by the same rivets f and 12 which secure the tension member to the upper member 1 and to the gusset plates ll). The journal box is also provided on its upper surface between 'the flanges ll with an upright boss 18 passing through an opening in the pedestal it and having a threaded opening to receive a bolt 19 passing through openings in the webs of members 1 and i at their junction and also through an opening in the root of the pod-- estal l. Said. bolt is screwed up tight and is fastened by a suitable loch washer 20 so as to secure the side frame to the journal box and enable the wheels and axle to he lifted with the truck. By inserting one or more shims or tiller plates 21 between the pedestals -l and the upper surt'ace ot' the journal box, as shown in'l ig. T, the side frame may be adjusted to compensate for aturned down wheel to thereby maintain the car couplers at the standard level, as will be readily undcrstood.

The parallel flanges H on the journal box 13 are preferably farther apart than the overall distance between the flanges oi the tension member 2. which at the point marked 22 in Fig. 1 comes fairly close to the journal box itself and lies between the flanges l lthereon. This enables a heavier I-beam tion to be used for the tension and comp sion mmnbcrs tor a truck on an eittra hen car. The section of the extra heavy side frames will be increased by increasing the thickness of thev flanges ot' the I-beams. as indicated by the dotted lines .33 in Fig. 9', which locates the additional metal in the bestposition to resist lateral bending strains-i.

With. the flanges 14- on the journal box described. the same widely separated, as

used with dillereut journal box can be weights of side trame.

lu the forms shown in liigs. l and :2. bolster springs are supported on seats in the ends oi the spring plank which is a light channel member extendiu across from side frame to side tramc and riveted or otherwise secured at its ends to the saddles :25. The saddle is a steel car-:ting provided at its opposite ends with feet so fitting between and resting on the upper flanges of the tension member :2 and seated.

on the web thereof, as shown in Fig". 2. ln-

-termcdiate said feet the saddle is provided with a depending cross web or llange '37. also seated on the web of the tension member and having a, dependingprojection fitting a hole in the web of the tension iuemoer. said projection acting as a to the tension member and prevent it iioni sliding therein. The tension member .2 is Wholly free of sharp angh or bends h eneath or adjacent to the spring seat. its two upwardly inclined portions being connected key to lock the saddle The spring'saddle distributes its load unifoimly along the curved portion of member 2 so that said member is wholly tin tension and is not subjected to any bending strains whatever. i The truck shown in'Fig. 1 is arranged to accommodate the usual truck bolster (not shown),'which slides between the guides on the column posts 3' and is supported on the usual four springs arranged in pairs of two each sideby side. In assembling, the side frames are first fastened to the journal boxes, the bolster is inserted endwise a'nd lifted to position, the spring plank is inserted endwise and the saddles thereon are dropped into their seats in the curved portions of the ten sion members, and the bolster springs are then placed between the bolster and their seats'on the spring plank.

Fig. 3 shows a modified form of the invention embodying a special arrangement of the bolster supporting springs. This is like that of Fig. 1, except in the following par ticulars: The column posts 3 are of special design, and are located a little farther apart than as shown in Fig. 1. The spring plank 24 is also a light channel member riveted at its ends to a channel-shaped inwardly extending projection 30 on the saddle 31 which rests on the upper edges of'the flanges of the tension member 2, as indicated at 32, and

is provided with depending parallel flanges- 33's'eated on the Web of said member. These flanges extendup over the lower flanges 6, 6 of the column posts 3, 3" and are seated thereon, and the upper surface of the saddle is also stepped, as shown in Fig, 3, to pro- -vide two sets of seats, marked 34"and 35, at

different elevations for the four bolster supporting springs 36. These springs are all located in the same plane, sothat the side frame as a whole is narrower than as shown :toward the king pin for equalizing car sup-' in Fig. 1. This-arrangement provides additional space above the springs on the side porting levers (not shown) of the type shown in my co-pending application for railway car truck, filed December 29, 1914,.Serial No. 879,499, so that said levers may have a greater range of movement without interference by the springs or adjacent portions of theside frame.

The railway car truck described issimple and can be manufactured and assembled at low cost. Itis made largely of rolled sections so that it is very'strong for the weight of metal employed and its total weight can be reduced without decreasing the strength of the truck. shipped as a unit and does not have to be built up at the time of assembling it in the car. It also enables the axle and wheels to It can also {be assembled andbe lifted with the truckand provides a comalso enables equalizing car supporting levers to be employed, such as shown in my copending application referred to, with a greater range of movement thereof andwithout interference between said levers and the springs or other parts of the car truck.

It will, of course, beunderstood that the invention is not limited to the exact details o construction shown in the drawings, but is capable of considerable modification Within the scope of the claimsappended hereto.

lVhat I claim is a I 1. A car truck side frame of the arch bar type, comprising a compression membeg and a tension member, each formed of an I-beam section placedfwith the web horizontal and the flanges vertical.

2. A car truck side frame ofthe arch bar type, comprising a compressionmember and a tension member, each formed of an I-beam section placed with the web horizontal and the flanges vertical, said members beingmiveted together attheirends, and column posts connecting said members and riveted thereto.

3. A. truck side frame of the arch bar.

type, comprising a compression member and 4. A truck side frame of the arch bar type, comprising a compression member and a tension member, each formed of an I-beam portions P lel and semi-ed to- 7 section placed with the web horizontal and the flanges vertical, said members having their end portions parallel and formed to bring the webs into contact and being riveted together through said Webs.

5. A truck side frame 0t the arch bartype, comprising a compression memlber and a tension member, each formed of an I-beam section placed with the web horizontal and the flanges vertical, said members having their end ortions parallel a d having their adjacent anges-at said end ortions cut ofi' to bring the webs into contact and being riveted together through said webs.

type, comprisinga compression member and a tension member, said members; having their end portions secured' together and adapted to rest upon the'journal boxes, said members having their centers of gravity intersecting vertically over the centers of rotationof the axles.

'TQA truck side frame of the arch bar I type, comprising a compression member and a tension member each formed of a rolled section placed with the web horizontal and the flanges vertical, said iembers having 115 i 6. A truck side frame ofthe arch bar their end portions secured together and. adapted to rest upon the journal boxes, said members having their centers o'l' gravity intersecting vertically over the centers of rotation ot the axles.

S. A truck side frame of the. areh bar type, comprising a compression member and a tension member each formed of an I-beam section placed with the web horizontal and tho flanges vertical and having their end portions secured together through said webs and arranged to rest on the journal boxes,

' said members having their renters of gravity intersecting vertically over the renters oi? rotation of the axles.

9 A truck side tra'meo" the arch bar type. emnprising arompression member and a tension member eaeh formed ol an Lbeani seetion placed with the web horizontal and the llanges vertical, said members having their end portions parallel and formed to bring the webs into rontaet and being seeured together through said webs. and gussets loeated in theangles between the end portions of said members and being riveted thereto.

it). A truck side l'rame oi the arch bartype, eomi'n'ising a eompression member and atension member eaeh t'ormed of a rolled seetion with a horizontal web and vertical flanges and having their end portions seeured together, said members having their renters of gravity intersecting vertically over the centers of rotation oi th axles. and gussets located in the angles between the end portions of said members and'being riveted thereto.

1.1. A truck side trame ot the arch bar type. comprising a compression member and a tension member having their end portions secured together, pedestal jaw members secured to said end portions and also to the adjacent portions ot the tension member,

. and gussets located in the. angles between the end portions of said members and riveted thereto.

12. A tl'lleli side frame of the areh bar type, Comprising a eompression member and. a tension member eaeh tormed oi a rolled seetion with a horizontal web and vertical llanges. said members having their end por tions with the webs in eontact and secured together through said webs. pedestal jaw members secured to said end portions and also to the adjaeent portions of the tension member, and gussets located in the angles between the end portions o'l said members amt riveted thereto.

lil. A truek side frame of the arch bar type. eomprising a compression member and a tension member having their end portions scoured together, pedestal jaw menibers seeured to said. end portions and also to the adjaeent portions of the. tension member, said members having their eenters of gravity intersecting vertically over the centers of rotation of the axles, and gussets located. in the angles between the end portions of said members and riveted thereto.

1%. A. truck side frame oi the arch bar type, comprising a con'ipression member and a tension member eaeh .t't'n'med ot :1 rolled seetion with a horizontal web and verti -.al tianges and having their end portions paral- .lel with the webs in eontaetand secured tohorizontal and its flanges vertieal. and ha ving a eurved lower portion with the inelined portions in tangent thereto, and a spring supporting member resting on the curved portion oi? said tension .n'iember and arranged to distribute the load thereon, where by bending stresses in said tension memberare avoided.

16. In a car truck, a side frame embodying a compression member and a tension member having their ends parallel and united together, pedestal members secured. to said parallel end portions. a journal box in each of said. pedestal members. and a bolt passing vertically through the pedestal members and the parallel end portions of the side frame members and securing said journal boxes'to the side frame.

17. In a car truck, a s de frame inbodying a compression member and a tension member having their ends parallel and united together, pedestal members secured to said parallel end portions, a journal box in eaeh of said pedestal members, a bolt passing vertically through the pedestal members and the parallel end portions of the side frame members and securing said journal boxes to the side frame, and means adapted to permit, relative vertical adjustment between said journal boxes and side frame.

18. In a ear truck, a side frame embodying a compression member and a tension meniber havin their ends parallel and united together, pedestal. members secured to said parallel end portions, a journal box in each of said pedestal members, a bolt passing vertically through the. pedestal members and the. parallel end portions of the side frame members and securing said journal boxes to the side frame. and adjusting shims located between the journal boxes and pedestal members.

19. A track side frame of the arch bar type, comprising a compression member and tral longitudinal line of said side frame for a tension member each formed of 2, rolled securing said tension and compression mem- J section with a horizontal Web and""vertica1 bers to each other, to said pedestals, column flanges, said members having their end porposts and gusset ilates;

'5 tions parallel with thewebs thereof in con- In testimony w ereof, I have hereunto-set 15 tact, pedestal members secured to said paralmy hand. 4

lel end portions, column posts, gusset lates EDGAR W. SUMIERS- located .in theangles betweenthe en por- Witnesses:

tions of'sefid compressionand tension mem- GLENN H. Imnm'onn, 10 bers, and avsmgle'row of rivets m'the cen Emm K. Connmomn. 

